Peters



(No Model.) 5 Sheets-Sheet 1.

A. JEENEL.

OAR STARTER AND BRAKE.

No. 886,923. Patented July 81, 1888.

a V d 5 Sheets-Sheet 2.

(No Model.)

A. JEENEL.

GAR STARTER AND BRAKE.

Patented July 31, 1888.

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ivvvzA (No Model.) 5 Sheets-Sheet 3.

A. JBENBL.

GAR STARTER AND BRAKE.

- No. 386,923. Patented July 31, 1888.

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N. PETERS. PhoioLiihogr-uphef, Wnhinman. nc,

(No Model.) 5 Sheets-Sheet 4.

A. J EENEL.

GAR STARTER AND BRAKE.

No. 386,923. Patented July 31, 1888.

N, PETERS. Pbolomm n her. Wuhingmn. 0.:

(No Model.) 5 Sheets-Sheet 5.

A. JEENEL.

UAR STARTER AND BRAKE.

No. 386,928. PatentedJuly 31, 1888.

7,..N @TATES PATENT ()FFICE.

ADOLF JEENEL, OF BRESLAU, PRUSSIA, GER-MANY.

CAR STARTER AND BRAKE.

SPECIFICATION forming part of Letters Patent No. 386,923, dated July 31, 1888.

(No model.)

To all whom it may concern:

Be it known that I. ADOLF JEENEL, of Tauentzienstrasse. 27*, Breslau, in the Kingdom ofPrussia, German Empire, have invented certain new and useful Automatic Car Starting and Braking Apparatus to be used in connection therewith, of which the following is a specification.

My invention relates to improvements in automatic car starting and braking apparatus which may be applied with good result to cars, carriages, and vehicles of any kind.

To better explain my invention reference is had to the accompanyingdrawings,in which Figure l is a side elevation of the improved starting and brake apparatus applied to a onehorse carriage. Fig. 2 is a plan of the same. Fig. 3 is a plan of the starting and brake apparatus applied to a two-horse carriage. Fig. 4 is an end view of the same. Fig. 5 is a side elevation of part ofa wheel with the improved starting device. Fig. 6 is an end view of the same. Fig. 7 is aplan of the same. Fig. 8 is a cross-section through the felly at line 20, Fig. 5. Fig. 9 is a front view of the guiderods m n. Fig. 10 is a side elevation of part of a wheel with the improved brake and with out the starting device. Fig. l0 is a front view of lever a. Fig. 11 isa plan, side elevation, and sectional view, respectively, of the pole-fastening and cross'piece. Fig. 12 is a plan and side elevation, respectively, of the rod 3, with fork t engaging with the cross-bar c. Fig. 13 is a plan and side elevation,respectively, of the link-joint between the cross-bar c and draft-bar a. Fig. 14 is a front and side elevation and plan, respectively, of the arm 1; on which the brake-lever a is fulcrumed; and Fig. 15 is a side elevation and plan, respectively, of the arm h mounted on the axis 9, to which arm the drawing-rodfis attached.

I will now proceed to describe first the carstarting apparatus.

The draft-bars a are hinged with one end as atb,to the cross-bar 0. At the other end they are coupled by the connecting cross-piece d to the draft-bars a. The latter draft-bars are jointed by links 6 to the drawing-rodsf, arranged at both sides of the wheels. The joints of the draftbars a a and of the rods f are arranged so as not to break beyond the straight line. At the opposite ends the said rods fare pivthe wheels, as shown in Fig. 5. The draftbars a carry at their lower ends a cross-bar, k, forming hooks at both sides of the felly. The felly of the wheels is provided all around with boltsi, passing through the felly and pro jecting at both sides, as shown in Figs. 5, 6, 7. and 8. The said bolts are secured within the felly by clamps i, which catch into a central hole of the bolt by a stud, i, as shown in Fig. 8. Each of the two rodsfat the sides of the wheel carries an arc-shaped rod, l, sliding between vertical guide-bars mn, and secured between the same by set screws, Fig. 9. This or rangement serves to adjust therodsf in such a position that on starting the car that part of the rodsf nearest to the axis is lifted only after the links 6 have sufficiently stretched to make the hooks It engage with the bolts z, and, further, to prevent the joints of the rodsf from being deflected down when the draft-bars descend, which would cause the hooks to slide freely over part of the bolts. The are shaped rods Z have stops at their ends.

At both sides of the wheel, and secured to the axis 9, a spiral spring, 0, is arranged, the free end of which is connected by a chain, 1), t0 the link-rod e. Said chain passes through a sleeve, 1), at the link-joint of the rodsf, and is secured to the end of link e. (See Fig. 5 The starting apparatus is operated by a device arranged to slide upon the carriage-poles. Said poles G are arranged within sliding sleeves B B, having a slot at their end on the under side, within which slot works astud, secured in the pole. The said sleeves B Bare at their ends surrounded by a socket or collar, 13, to which the cross-bar c is loosely secured. (See Fig. 11.) Said crossbar is arranged to slide on the socket by means of abolt, c, and hoop c. This arrangement has for its purpose to provide sufficient play in case that the books It should fail to engage simultaneously with the pins 1' of both wheels, and that the sleeves B B accordingly should not simultaneously slide on the poles C. By providing such play the sleeves are allowed to slide on the poles evenin the case referred to, and jamming is prevented between the sleeves and poles. The free ends of the pole-sleeves are connected by a rod, B, which serves to prevent the shaft-bars from turning inside when oted to the arms 1., mounted on the axis 9 of the carriage is stopped, as such bending of the shaft-bars would be equally prejudicial to the free sliding motion of the sleeves on the poles. To the cross bar 0 the splinter-bar c is secured, to which the horse is hitched, the harness of which is secured to the loops carried by the free ends of thepole-sleeves.

On starting the car the traction will cause the pole-sleeves B to slide forward on the poles O, and at the same time the strain will work on the two draft-bars a a, after which the two hooks of the bar is will be lifted, together with the links 6 of the rodsf. The said hooks will then engage with the bolts t, and, owing to the resistance there encountered, the rods a and links 6 will bend into the position indicated by dotted lines in Fig. 5. It will be obvious that as the traction begins'to work on the circumference of the wheelsthe starting of the car will be greatly facilitated. Then the hooks engaged with the pins 0 have reached the apex of the wheel, the traction will begin to work on the axis of the wheels, as the end of the slot in sleeves B B have at that moment reached the stud c in the poles, and will then draw the said poles forward. At the same time the springs 0, which have been wound up during the lifting motion of the rods f, draw the hooks 70, now disengaged from the bolts 2', back and the rodsf down into'the normal position, as shown in Fig. 5, the rods a and hooks being carried along by said rodsf. WVhen the carriage is braked or stopped in its course,thepoles will again slide forward into their sleeves, and the receding crossbar-c forces the draftbars a a back into their original position, the extent of which rearward and downward motion is limited by the stops secured to the archshaped rods in bearing against the guide-bars n. The said stops are so adjusted that the draft-bars a, with cross-bar 0, may in their utmost rearward position be lifted so much beyond the height of the wheels thatin moving downhill the said bars are prevented from bearing upon the wheels.

The automatic brake mechanism, combined with the starting device hereinbefore (lescribed, will act at the moment when the traction device has been forced back into its original normal position.

The brake is illustrated independent of the starting device in Fig. 10. t

The two brake-blocks D D are carried each byavertical springlever, q, both spring-levers (1 being connected by a horizontal cross-bar, r, secured to the slide-bars s s. Said slide-bars whereby the position of the levers u is so I changed as to apply the brake-blocks D against the wheel by means of the rods 10, thus braking the wheels. The levers q, which carry the brake-blocks D, form strong springs at their upper ends, said springs serving to take the brakeblocks off the'wheels as soon as the carriage has again been started and the cross bar 0 has released the fork of the slide-barss s. In case of applying the said braking apparatus to a carriage without the simultaneous use of the car-starting device, the fork t of the slide-bars may be omitted and the said slidebars hinged to the cross-bar c. In such case the stud of the poles, working in the slot of the sleeve, may be located so much back that the sliding motion of the sleeve on the pole is limited to such extent as will correspond with the distance between the brake blocks and the wheels.

In a two'horse carriage or vehicle the only modification of the starting and braking apparatus consists, mainly, in the use of one pole only, and accordingly one sleeve B only will be necessary, the other parts remaining essentially the same as shown in Fig. 3.

Having now particularly described and ascertained the nature of my invention and in what manner it is to be performed, I declare that what I claim is- 1. The combination of poles G, sleeves B, cross-bar c, draft-bars a, a, f, and a, hinged to each other, and hooks in, with bolts z projecting on each side of the felly of the wheels, chains 1), and springs 0, secured to the axis g, substantially as and for the purpose described.

2. The combination of cross-bar 0, springbars 8, levers u, brake-rod 10, with spring-rods q, and brake-blocks D, as and for the purpose set forth.

3. The combination of poles C, sleeves B, and cross-bar c with sleeve or band B, bolt 0', and loop a, substantially as and for the purpose specified.

In testimony whereof I hereunto sign my name, in the presence of two subscribing witnesses, this 5th day of March, 1888.

ADOLF JEENEL.

Witnesses:

SIEGFRIED VVOLFHEIM, JULIUs ABER. 

